Combustion jet propulsioned means



Aug. 5, 1947. A IA, c. PETERSON Y y2,4177-5121' COHBUSTION JET PROPLULSIONED IEANS Filed Jan. 12,1944 4 sheets-sheet i ["KlA Aug., 5, 1947. A. c. PETERSON COHBUSTION J'E'I| PRQPULSIONED MEANS Filed Jan. 12. 1944 4. sheets-sheet 2 .4 Sheets-Sheet 3 ,o .wE 3,

lha,

A. c. PETERSON COMBUSTION JET PROPULSIONED IENS Fiiled Jan. 12, 1944 Aug. 5, 1947.

A. C. PETERSON COMBUSTION JEFF PROPULSIONED IHENS Aug. 5, 1947. v

Filed Jan. 12.- 1944 4 sneetssheet 4 Patented Aug;y 5, 1947 UNITED STATES PATENT OFFICE p 2,425,121 COMBUSTION JET PROPULSIONED MEANS Adolphe C. Peterson, Minneapolis, Application January 12, 1944, Serial No. 518,199

(ci. 6ft-35.6)

7 Claims. 1

My invention relates to propulsion means particularly for aircraft, which propulsion means embodies especially a form of combustion jet propulsion, wherefore is called combustion jet propulsioned means. o

The particular object of this invention is the improvement of the form of engine or propelling means for aircraft which is generally known as the jet-engine. It is especially an object to provide an improved form of jet-engine for the driving of aircraft inflight in the air and such improvement consists generally in means deemed effective to increase the effectiveness of jet propulsion in air, whether such jet propulsioned engine be used on aircraft or other craft traveling on land or water. An object is in connection with its use on the sea for water borne ships, to provide this type of propulsion in a form `which permits of its operation and effective use with elements of its means immersed in water. An object is also in connection with the power generating means toprovide a novel form of propulsion generating jet or discharge means which is efficient and renders the jet propulsion effective. An object is in connection with the power generating means to provide a novel form of control for the gas and air flow in the power generating means which will provide especially.y for increase of effective power generation and effective pressure and velocity ofthe jet propulsion. In general the object is to provide means of the nature of that described in an improved and practicable form, and especially in such a method and means of operation as will provide increased speed especially in aircraft utilizing this invention. v

The particular devices and combinations of devices comprising my invention, are'as hereinafter described, and as defined in the appended claims. In the accompanying drawings which illustrate my vinvention in several different forms, llike characters refer to like parts throughout the several views. Referring to the drawings:

. Figure 1 is a View of the principal elements of Y thev power generating means of a propulsion unit,

this secti'on being on a scale larger than that of the` other Views, and being a section on theline l-rl Vof Figures 2 and 13, is on a horizontal plane through two combustion units on one level, these two combustion units being two of the four combustion units associated with or included in'one x `propulsion unit as shown, some parts in plan view. v

K' Figure 2 is a view in vertical section-atl righ angles to the section ofFigure 1 on the line 2-2 of Figures 1,13, 4, 5, 6 and 13, this view showing a vertical section longitudinally and centrally through one propulsion unit as that unit is applied to an aircraft of the airplane type, this section and view being on a scale approximately onethird that of Figure 1. y

Figure 3 is a horizontal detail section taken on the plane 3--3 of Figure 2 transversely of one of the branch gas-flow conduits and the adjacent jet-nozzle supporting structure elements beneath the wing. It should be noted that the similarset of `elements above the wing are similar in transverse cross-section, and also that the two elements shown may be in any manner made in aV streamlined structure and their ,functions served by one element, the two being shown for simf ythan Figure 1, and showing four of the propulsion units as applied to this aircraft, each such unit embodying four of the combustion units of which two are illustrated in Figure 1. Figure 6 shows auxiliary charge supplying means diagrammatically, by the dotted lines there shown.

Figure 7 shows a modified form of combustion control means of a cyclic control character to govern gas ow to the nozzle means, the valve 52 being sectioned on the line 1-1 of Figure 9. Figure '7 is on a scale considerably less than that of Figure' 1, and shows part of one combustion cyclic operation of the main valve means of the modified form of combustion unit, and for current control.

l Figure 10 is a diagrammatic sketch showing the distribution means for supplying ignition spark or incandescent means with current by rotating distributing means, this means `being showndiagrammatically only, as such means are `commonly utilized in combustion means.

Figure 11 is a detail vertical transverse section on the line II-II of Figure 1, lto show in cross section a gas pressure admission valve having return flow retarding ability.

Figure 12 is a view in side elevation on a very small scale showing the application of one of my propulsion units to propulsion of a. sea-craft for traveling on water, the nozzle means to be immersed in water.

Figure 13 is a front elevation of the propulsion unit shown in Figures 1 and 2, this view on the scale of Figure 2, the unit being shown without the wing 38 and beam 29.

Referring rst to'Figures 1 to 11, both inclusive (except Figs. 7 and 9), and especially first to Figure 1 which shows a pair of the combustion units of one propulsion unit, the pair of combustion units of which there are four associated in one`propulslon unit, are each comprised of two combustion chambers, each denoted I, and each chamber is formed in a cylindrical steel or alloy casing 2. The two combustion units as shown in Fig. 1, in horizontal cross section are denoted 'A and A1, respectively. These two combustion units are on one level, a plane passing horizontally through the longitudinal axial centers of all of the four chambers I comprising them. On the line I-I of Fig. 2 there is a set of two combustion units B and B1, respectively, only the set B1 being shown in Fig. 2, and each of these sets B and B1, have two combustion chambers each denoted I and each is formed in a cylindrical steel or alloy casing denoted 2. A horizontal section on the line I-I is not shown as this section would be identical with that of the line or level I-I shown in Fig. 1. I

Each combustion unit A and A1 and B and B1, delivers by an independentv port, each denoted 3, into a common expansion conduit 4. Each -port 3, from one combustion unit, is normally closed, but opened as hereafter described, by a poppet valve 4 associated with it. Each port 3 of a combustionnnit delivers to common conduit 4* from a communication conduit 5 of the associated combustion unit, and this communication conduit 5 connects permanently the adjacent ends of the two combustion chambers I of the combustion unit. There is only one poppet valve 4 for each combustion unit and this valve has extending from it through a packedbearing 6,

a valve rod 1, and the latter at its opposite end passes slidably through another packed bearing 8 and into a valve chamber 9 where it is formed with or xed to a cylindrical piston valve Ill` and the latter is reciprocable in valve chamber 9. The rod 'I has a collar II fixed on it between the two bearing boxes or bearings and a coil spring I2 is compressed between the collar II and the packed bearing' 8, so that the valve rod' 1 with its attached poppet valve 4 is thus normally yieldably seated against its seat on port 3 by that coil spring denoted I2.Y

'I'he valve chamber 9 on one side of piston valve I0 is connected by ports I3 with the adjacent ends of the combustion chambers I of the combustion unit. These ports I3 are comparatively large and will provide for rapid passage of a considerable volume of gases from the adjacent combustion chambers `I into the associated end of valve chamber 9 by the lifting of the, ends of the associated leaf valve I4 which is placed on the adjacent inner wall of valve chamber 9 and xed at its center to that wall by a screw, as shown by the transverse section of the valve I4 in Figure 11. 'I'he latter is formed of spring steel as a leaf spring so it will bend at each end' when pressure of gases forces it away from its seat on the adjacent wail. At the location where the spring valve I4 closes the adjacent port. I3 there is formed in the valve I4 a small port I5, smaller than port I3, so that thereby there is a free return of gases from valve chamber 9 to the adjacent combustion chambers I from which the gases came, but at a considerably slower rate than the passage of gases from chambers I adjacent, to the valve chamber 9 between them.

The opposite side of the piston valve I0 formed by that side and the adjacent wall of the cylindrical valve chamber and the closure cap I6 forms a chamber into which carburetted air may -flow from a branch I1 of a common carburetted air conduit I8. This'chamber, denoted for distinction, as I9, normally is in open communication at its sides through ports 20 with the two valve chambers 2| each associated with one of the two adjacent combustion chambers forming the combustion unit, and each of the valve chambers 2i has a port 22 delivering from it to the adjacent combustion chamber I of the unit, but that port 22 is normally closed by a. poppet valve 23, each of the latter normally held closed by a yieldable coil spring 24, but so lightly held that it is permitted to open when there is pressure of carburetted air in the valve chamber 2i. Such carburetted air is not permitted to flow from chamber I9 to the valve chamber 2| and Y thereby by way of the poppet valve 23 and port 22 to chamber I when the poppet valve 4 of the unit is opened as the piston valve I0 then closes the ports 20.

Each combustion chamber I has, at the same end of the cylinder as that occupied by its poppet valve 23, a port 25, normally closed by a poppet valve 26, and the latter is yieldably heid closed but lightly by its coil spring 21, associated. The ports 25, one for each combustion chamber I, as controlled by poppet valve 23, permits delivery of air under light pressure from the surrounding space within the wing of the aircraft, to which space air is constantly delivered under low pressure by the air nozzles 28 delivering from the space interiorly of the main transverse beam 29 of the aircraft. This delivery of air is directed by the air nozzles 28 to provide for as uniform cooling as possible of the exterior wall of the cylinders 2 enclosing the chambers I. The interior space of beam 29 forms a conduit con- -veying air from the low pressure centrifugal or rotary air compressor 30 by way of conduits II. The common carburetted air conduit I3 is common to all combustion units of all propulsion units of the air craft and receives and delivers this carburetted air at a pressure which should be at least as high as thirty pounds per square inch and may be as high as say one hundred pounds per square inch, this pressure depending on the characteristics of the compressor 32, and on the pressures for which the various elements of the propulsion units are computed and designed for most effective power production under the circumstances of each particular construction and its designed use. The common carburetted air conduit I8 receives this carburetted air from the carburetted air compressor or blower 32 and the latter receives it from the carburettor 33, which in turn receives air from atmosphere and fuel, preferably gasoline, from the fuel conduit 34. (It should |be noted that the compressor 32 may deliver air and fuel may any fuel pumping and injecting means may be used. The means utilized will deliver preferablyl la mixture which is rather over-rich in fuel.'

The fcarburetted air compressor 32, and the low pressure air compressor 30 are shown diagrammatically only and are contemplated to have associatedwith them the necessary air induction ports permitting entry ofair fromatmosphere, the compressor 32 receiving such air by way of the carburettor 33 and the compressor 30 receiving such air directly from atmosphere, or.

by any means such as is commonly used for scooping air from the atmosphere in flight of an airplane. vSuch means are common to car- `burettors and air compressing means commonly used and are not therefore more specifically shown.

Each combustion chamber I has in its side near theyport of entry of carburetted air, a spark plug 35 which is adapted to generate electric ignition sparks at periods, periodically, when high 'tension current is distributed to the spark plug by the current distributing means 36, the latter being diagrammatically shown only, as it is contemplated this will diagrammatically illustrate the intent to use for that current distribution any'means as commonly used with en-` gines for distributing electric` current for spark ignition in cyclic order and periodically to the spark plugs 35, as current is distributed in cyclic order to the cylinders of a spark ignition internal combustion engine. AnyA current supply and transformer means may be used in connection. i

The carburetted air compressor 32, the compressor 30 and the current distributing means 36, are all driven by one common motor means or engine or turbine 31, and the latter is of a capacity to supply the required low pressure air to the conduit within the beam 29 and thereby to nozzles 28 and to deliver the required higher pressure carburetted air to conduit I8 for all the combustion chambers I of all the combustion units and of all propulsion units. In lieu of ,one such supply unit several may be used, `for greater reliability. It is contemplated that any turbine means such as a gas turbine may be Iused for this purpose, and this auxiliarypower means for the compressor means will not be of relatively great power as the power production is very largely in the propulsion units for the aircraft, the auxiliary power unit supplying power for the compression only.

The main beam 29 is the transverse beam ,forming the support of the wing 38 of the aircraft, and the beam 29 is fixed on and supports the fuselage 39 in flight. The auxiliary power means and the compressors are preferably located in the fuselage 39. The latter has the pilots cabin 40, and the empennage structure having horizontal stabilizer 4I, elevator 42, and rudder 43, each of the latter being controlled by any means as is customary in airplanes.

The common conduit 4a may be an expansion conduit and delivers at each of its ends into an expansion or velocity creating nozzle 44. There are two nozzles 44 for each conduit 4B and thus s two for each propulsion unit, these two nozzles 44 serving as the outlet for all the gases from all the exhaust ports 3 of all the eight combustion chambers I forming the combustion chambers of one propulsion' unit. The ports 3 will lexhaust in cyclic order tothe conduit 4" anclv thus tothe two nozzles 44 associated with it.

The conduit 4 is averticai conduit and. the nozzles 44 are located one vabove the location of wing 38 and the other below wing 38 andeach 1S located ywithin aso-caued Venturi chamber 45 which has at one end theair-receiving or suction port 46 and at the other end has the expansion and velocity nozzlev '41' discharging through the large open mouth 48 to atmosphere v :behind the discharge unit which maybe gen-A erally called a velocity or expansion tube, and is generally designated 49.V There are thus two oi these expansion tubes, one belowthe wing and under high pressure and yvelocity issuing from the nozzles 44, and the spout of one of the latter is directed-centrally and rearwardly into the Venturi section of its associated expansion tube 49, and the spout of the'other is similarly directed centrally and rearwardly into the Venturi section of the other expansion tube 49, sothat each tube 49 has delivery of gases at high veexert injection effect by the velocity of the issuing gases against air around the spout of the i nozzle 44,111 the venturi, and thus to exert suction effect on air in the forward end of the expansion tube 49, whereby there is created a vacuum effect in that forward receiving end of the expansion tube 49, and that receiving end being directed forwardly of the flight of the craft there will be a forward propulsion eifect on the main beam or spar 29 through 'the streamlined support member 50 by which thel expansion tube is rigidly supported in its position relative to wing 38, as shown in Fig. 2, and in Fig. 8. The expansion tubes 49 are so located relative to wing 38, that the axial longitudinal center of each lies parallel to the axial longitudinal center of the fuselage 39 in flight.' Each expansion tube 49 rearwardly of the Venturi section of each, gradually expands toward its,l rearward end or discharge mouth 4,8, and the pressure and velocity of gases mixed with air drawn into the receiving end, and issuing in large volume from fthe rearwardly directed end of the tube will exert s large forward propulsion eifect onthe. support or strut 59 and thereby on the Wing beam 29, 50 which coupled with the suction orfvacuum effect of the forwardly directed receiving end of the tubes 449 creates in the aggregate the propulsive effect on the aircraft of the propulsion unit, which has been described. There are as shown in the general plan and frontal view of the airplane in Figs. 6 and 8, four of the propulsion units each denoted generally as X and they are spaced in an airplane.

vIt 'is contemplated that the aircraft will be provided with any typeof landing gear as yieldably support wheels for take-off and landing or that the fuselage 39 will be so "constructed as to be `a hull floating on the. water, fortake-oif and landing on the water. Any form of fuel supply reservoir will be provided in the fuselage or wing spaces to supply the fuel supply pipe 34 of earburettor 33. In operation, in preparation for take-off, the pilot or operator will rst startthe turbine or engine 31 of the auxiliary supply means in operation by any means such'as may be provided for such starting and` may operate .it at slow speed until air pressure is accumulated. He then` turns the fuel supply into the Carburettor the other above, and both are fedwith gases locity into its restricted central section to thereby spaced on the wing 38, generally as engines are y rent distributing means 39 to supply current for.

sparking in the spark plugs 35 of each propulsion unit in cyclic order as to the combustion chambers I of each propulsion unit. Ignition sparks 4will then occur in the combustion units of each propulsion unit Xin cyclic order according to the diagrammatic sketch shown in Fig. 10, there being two spark plugs 35 for each combustion unit in its respective combustion chambers I. The pressure of carburetted air will flll the vcombustion chambers I or there will be a residue of uncombusted fuel and air mixture from a previous operation. As sparks occur according to the cyclic order the chambers will take up their cycle which is as follows, the cycle being alike for each combustion unit of a propulsion unit, the cycle being described as to one combustion unit: AS ignition occurs in a combustion unit, the gases in the two chambers I of the unit will explode or `there will be combustion of the explosive mixture in the two chambers I simultaneously; this combustion will create a high pressure several times the pressure yof the mixture, which is say thirty pounds, 'and the explosive pres-sure will therefore be say one hundred pounds or over, depending on the mixture and the mixture pressure; the springs I2 are proportioned to this pressure, so that as soon as a pressure somewhat over. the mixture pressure of thirty pounds is attained in valve-chambers 9 by flow past valves I4 through ports I3, the pressure acting on piston valve I will cause the piston valve I0 and with it rod 1, and poppet valve 4, to move in the direction opening port 3 and simultaneously closing ports 20 of the carburetted air supply; thereupon gases of combustion at their high pressure of combustion will issue into conduit 4EL from the two combustion chambers I simultaneously causing increase of' pressure therein and this gas pressure flow will continue for a brief period as combustion continues and is completed. As combustion is completed in the chambers I of the unit, pressure will decrease therein and fall to approximatelyv the lowest pressure of the cycle which is somewhat below the pressure of the carburetted air mixture and also below the pressure of the low pressure air supply; thereupon the gases in valve chamber 9 will slowly issue through ports I5flowing back to chambers I, and when pressure is lowered in valve chamber 9 piston valve I0 will be caused to move backwardly to the starting position by spring I2; poppet valve 4 will now be closed against valve seat 3. and ports 29 will be opened sc that carburetted air undervpressure from common conduit I8 will flow through ports 29 and by its pressure open poppet valves 23 so that carburetted air flows to combustion chambers I. Prior to this now of carburetted air however, owing to the delay in the movement caused by the restricted flow through ports I of gases from valve 'chambers 9, air from the space about the cylinders 2 and from interior of beam 2.9, will have had time to flow into chambers I by way of ports 25 by the automatic opening of valves 29, so that fresh air to some extent has preceded the flow of carburetted air; the cylinders 2 are long and the flow of fresh air precedes the carburetted air in the chambers I and some fresh air will flow Ito conduit 4 before closing of port 9 by valve 4. As the chambers I fill again with carburetted air together with some of the preceding fresh air which has swept out exhaust gases, the time has passed in the cycle so that the ignition sparksv will again be caused to occur in spark plugs 35 of the unit and the ignition and explosion and similar cycle will again occur.

The distributor 38 is timed to distribute current to procure the cycle stated and to allow suilicient time for surging of the flow to conduit 4" from the' four associated combustion units of the propulsion unit, that is, insuch delayed time that each combustion unit substantially completes its cycle .so that some flow of fresh airis permitted between the flows from the combustion units into each combustion unit, as its cycle is nearly nnished, by way of its ports 25 prior to the flow of carburetted air. thereby ensuring exhaust of exhaust gases and ceasing of combustion in the unit prior to entry of carburetted air and so that also the piston valves I0 will function in the manner indicated. Thus there will be in cyclic order four surges of exhaust gases each at high pressure into conduit 4I and four brief intermediate flows of fresh air. The spark ignitions are timed tc be as close together as possible and permit of this functioning. It i-s contemplated that the combustion will be so rapid owing to the explosive nature of the carburetted air mixture, that the cycle of a combustion unit will be completed in a very brief time, and that therefore the cyclic order of the combustion units of a propulsion unit will be completed in substantially or nearly the time required for completion of a cyclic order in the internal ycombustion engines commonly used. Thus the number of cycles per minute will bevery great. This number of cycles will cause a nearly constant flow at the nozzles 44 electing gases into expansion tubes 49, so that there will thus be a large volume of gases issuing in very rapid succession-in surges such as to constitute almost continuous discharge. In some constructions this flow may be substantially continuous at nozzles Y 44 due to equalization caused by flow in the conduit 4* to nozzle 44. This will result from the fact that as the gases recede from ports 3 through conduit 4l in the opposite directions, the gases will attain high velocity due to some conversion of the pressure and heat of combustion into velocity of the gases at a somewhat lesser pressure but high velocity.

The gases issuing from nozzlesy 44 by their action in the venturi of tubes 49 cause great induction of air from atmosphere by way of receiving end 45 of the tubes 49, this receiving end being open to atmosphere, and there is thus a very great flow of mixed exhaust gases and air to the expanding and velocity increasing rearward end of tubes 49, as the gases flow therethrough to the rearward open mouths 48. The reaction effect of the great volume of mixed exhaust gases and new air at great velocity and some pressure above atmosphere, causes great propulsive effect forwardly on the aircraft structure, and this effect is increased by the great vacuum effect caused in the forwardly extending end of tubes 49, forwardly of nozzles 44, whereby receiving ends 46 `are subjected to this vacuum effect and this is pansion tubes, which also' constitute vacuumcreating or suction tubes, forwardly, will be such as may be determined for any particular construction and power to be mostveicient and ap propriate, andespecially that this form will be determined with due regard to the altitude Vof ocation of my propulsion unit to the propulsion travel for which the aircraft is designed. While ,A

each propulsion unit is shown as having two of' the expansion tubes, 'this number. may be any vlarger number or there may be only onesuch tube for each propulsion unit.

Referring now' to Figures 7 and 9, these gures show a modified form of control for the combustion cycle of combustion units, and this control lis shown in connection with a set of four chambers or combustion units, as in Fig. l, butv on a considerably reduced scale. The valve chambers 9 do not in this form have communication through ports I3 with chambers I to supply pressure gases for move ient of the valve, but instead there is provided in this form of control, a nuid conduit (preferably hydraulic fluid) for each valve chamber 9, that is one for each combustion unit of chambers I, and this fluid conduit denoted 5I delivers fluid under pressure under control of a distributing valve 52 to the valve chamber 9 on the side of the valve ID opposite to that of the carburetted air from branch conduit I'I theirliighpressure of explosion. Thisopening of the valve 4 is timed by distributing means shown in Fig. 9, in detail, to occur immediately after the ignition is timed to` occur in the combustion by spark plugs 35, by means of current `distributed by the electric high tension current distributing means 53 shown in Fig. 9 which current distribution is timed in harmony with the fluid .distributions through conduits 5| to procure the same sequence for each combustion unit of the propulsion unit, The distributing means by valve 52 and conduits 5In and ports 54 provides for release of fluid from each chamber 9 in cyclic order to occur so as to permit valve I to close poppet valve 4 at the` appropriate time, that is, when the pressure of combustion has exhausted itself into conduit 4a, and when pressure has been lowered sufficiently so as to permit opening of valves 23 and 26. as in the first form described, so that the air flow and then the carburetted air iiow will occur to chambers I as in the first form described.'` The distributing valve 52 and the electric current distributing means 53 are Idriven in the same time or speed by means of a small electric motor 55 driving through the mitre gears 56. Each propulsion unit of an aircraft may have an electric and uid distributing means o! this type, and such means will receive fluid under pressure from a common supply conduit 51 and the return flow of released iiuid may be by way of a return flow conduit 58, to the source of fluid pressure which may be of any kind operated by the main air pumping engine 31 or any other means.

'Ihe modified control means shown in Figs. 7 and 9, will have a speed of rotation to procure a timed sequence for the combustion units in a propulsion unit closely approximating the sequence .of a water born or sea-borne craft. This craft has the hull 59 and super-structure 50 as`\ in ships of the sea and has the rudder I. A propulsion unit is generallyide'noted Y'and-this has an ex- -pansion tube denoted '62 which is generally of the same type as one of the tubes 49 in the airapplication.` The expansion tube 62 has a forwardly directed open mouth 63 which corresponds to receiving end 46 of the aircraft structure, and has the discharging mouth or nozzle 64, corresponding to nozzle mouth 48. The tube y 62 receives the-gases of combustion by means oi a nozzle within it similar to nozzle 44 and the latter receives the gases .from the combustion unit' denoted 65, one tube 62 only being shown. This may have any number of combustion units as in the rst form or. application, these delivering through the conduit 4a to the nozzle within tube 62. The tube 62 is immersed in the water on which the craft is borne, and the tube 62 has its axis substantially parallel tothe direction of forward movementyof the craft, ,underneath the ship. The flow of exhaust gases from the combustion units into conduit 4 and thereby for discharge into the venturi of the tube 62, as in the rst application, causes a suction from the receiving end of the tube so that water. is drawn in there, and is discharged at the rear end of tube 62 togetherwith the gases of combustion from the combustion units. The delivery of gases from the combustion units is substantially in the'same ymanner as in the first application, as nearly continuous as the combustion cycle will permit,

and this produces the constant suction and iiow of water at a high velocity through the tube 62, which thereby causes the propulsive effect, as in the rst application described. It should be obcombustion units should be timed to produce as nearly a continuous flow of gases as possible so that the flow of Water will be so uninterrupted through tube 52 as to permit of no entry of Water through ports 3 into the combustion chambers I of the unit. The pressure of the air flow and the carburetted air flow should be such as to entirely prevent such return from conduit 4 into the chambers I, and the air pressure may' in this application, preferably, be higher than in the first application as described.

While I have shown particular devices and vcombinations of devices in the illustration of my device, I contemplate that other detailed and accessory devices may be used inthe realization of my invention, within the scope .of the following claims.

What I claim is: y

l. In a means producing flow of combustion gases under pressure to a discharge conduit, a combustion .unit comprised of a pair of combustion chambers, the said combustion chambers valve to open said discharge port under pressure against said pressure means exceeding the retaining force of said yieldable means, air supply means supplying air under pressure above atmospheric and in communication with said combustion chambers and non-return valve means permitting ilow from said air supply means to said combustion chambers, the said last named com` munication having closing valve means therefor connected with said pressure responsive means to be moved thereby to close said communication when the pressure of combustion against saidl pressure responsive means exceeds the retaining force of said yieldable means, and means whereby said air is supplied with fuel for combustion therewith in said combustion chambers.

2. In a means producing ilow of combustion gases under pressure to a discharge conduit.- a combustion unit comprised of a pair of combustion chambers, the said combustion chambers being in communication at adjacent ends of each of the pair and having a discharge port therefrom to said discharge conduit, a discharge valve for said discharge port and anJ associated yieldable means arranged to maintain said discharge pressure chamber exceeding the retaining force` of said yleldable means, air supply means supplying air under pressure above atmospheric and in communication with said combustion chambers and non-return valve means permitting flow from said air supply means to said combustion chambers, means whereby said air is suppliedwith fuel for combustion therewith in said combustion chambers.

3. In a means producing now of combustion gases under pressure to a discharge conduit, a combustion unit comprised of a pair of combus- ,tion chambers, the said combustion chambers being in communication at adjacent ends of each ofthe pair and having a discharge port therefrom to said discharge conduit, a discharge valve for said discharge port and an associated yieldable means arranged to maintain said discharge valve in position closing said discharge port, a pressure responsive means and a pressure chamber therefor arranged to be in permanent com munication with said combustion chambers, such communication having controlling means therefor to permit rapid flow to said pressure chamber but slower return now therefroin, the said pressure responsive means being connected with said discharge valve to move said discharge valve to open said discharge port under pressure in said pressure chamber exceeding the retaining force oi said yieldable means, air supply means supplying air under pressure above atmospheric and in communication with said combustion chambers said last named communication having closing valvemeans therefor connected with said pressure responsive means to be moved thereby to close said communication when the pressure of ccmbustion against said pressure responsive means exceeds the retaining force of said yieldable means, and means whereby said air is sup- "longitudinal l2 plied with fuel for combustion therewith in said combustion chambers.

4. All of the means as set out in claim 3 and in combination, a means for supplementary air supply to said combustion chambers and a communication therefrom to said combustion chambers and non-return valve means in said communication to permit iiow to said combustion chambers during periods of low pressure in said combustion chambers prior to communication of said first named air supply with said combustion chambers.

5. In a means producing flow of combustion gases under pressure to a discharge conduit, a combustion unit comprised of a plural number of combustion chambers, the said combustion chambers ebeing arranged radially about a longi tudinal axis therebetween, a communication betweensaid combustion chambers at one end of said longitudinal axis and a discharge port therefrom to said discharge conduit, a discharge valve for said discharge port arranged to be movable in the direction of said longitudinal axis and an associated yieldable means arranged to maintain said discharge valve in position closing said discharge port, a pressure chamber formed in said axis between said combustion chambers and a pressure responsive means movable along said longitudinal axis therein, the said pressure chamber being open on one side of said pressure responsive means to said combustion chambers and their communication, the said discharge valve being in connection with said pressure responsive means to be moved thereby to open said discharge port under pressure in said combustion chambers exceeding the retaining force of said yieldable means, air supply means supplying air under pressure above atmospheric and in communication with said combustion chambers, said last named communication having closing, valve means therefor to close said communication when the pressure of combustion against said pressure responsive means exceeds the retaining force of said yieldable means, and means whereby said air is supplied with fuel for combustion therewith in said combustion chambers.

6. In a means producing flow of combustion gases to a discharge conduit, a combustion unit comprised of a plural number of combustion chambers, the said combustion chambers being arranged radially about a longitudinal axis therebetween, a communication between said combustion chambers at one end of said longitudinal axis and a discharge port therefrom to said discharge conduit, a discharge valve for said discharge port arranged to be movable in the direction of said longitudinal axis and an associated yieldable means arranged to maintain said discharge valve in position closing said discharge port, a pressure chamber formed in said longitudinal axis between said combustion chambers and a pressure responsive means movable along said longitudinal axis therein, the said pressure chamber being open on 13 with said pressure responsive means to be moved thereby to close said communication when the pressure of combustion against said pressure responsive means exceeds the retaining force of said yieldable means, and means whereby said air as supplied is supplied with fuel for combustion therewith in said combustion chambers.

7. All means as set out in claim 6, and, a, means for supplementary air supply to said combustion chambers, a communication Itherefrom to said 10 combustion chambers, non-return valve means in said last named communication to permit flow to said combustion chambers during periods of low pressure in said combustion chambers prior to communication of said first named air supply with said combustion chambers.

ADOLPHE C. PETERSON.

REFERENCES CITED The'foilowing references are of record in the file of this patent:

Number Number UNITED STATES PATENTS Name Date Kutschinski Mar. 2, 1915 Bonsiakos June 5, 1923 Hail Dec. 2, 1924 Johnson Jan, 12, 1926 Goddard Nov. 13, 1934 Menzies May 19, 1936 Achterman --.May 19, 1942 Lateana Sept. 7, 1943 FOREIGN PATENTS Country y Date Great Britain June 28, 1937 Great Britain Oct. 6, 1921 France Jan. 6, 1928 Germany Oct. 6, 1913 Germany Aug. 19, 1940 Italy Jan. 30, 

